Traction mechanism for cog roads



sept. 22, 1953 w. C. Cox 2,652,785

TRACTION MECHANISM FOR COG ROADS Filed Oct. 5, 1951 .1;::iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiisiiiiiiiiiii|iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiu iiiiiiiinihg.

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BY ML75/P C. Cox

A TTOENE Y5 Patented Sept. 22, 1953 UNITED STATES f mTsNr OFI-lcs 2,652,785

TRACTION MECHANISM FOR COG ROADS Walter C. Cox, Denver, Colo.

Application October 5, 1951, Serial No. 249,981

1 Claim.

This invention relates to improvements in rail- Ways of the type sometimes referred to as cog roads and has reference more particularly to an improvement in the traction mechanism.

In many places of our country, especially in mountainous regions, there are great needs for railways but due to the uneven terrain, it is not practical to build and operate railways of the usual construction because such construction requires much grading and tunneling.

It is the object of this invention to produce a railway of the elevated type which can be constructed over uneven terrain at a much less eX- pense than the ordinary type of construction.

Another object is to produce a reliable traction mechanism by means of which the trains may travel over grades that would be too great for the ordinary construction where friction between the rails and wheels is exclusively relied on.

Having thus described the objects of the invention, the means by which the objects are attained Wil1 now be described in detail for which purpose reference will be had to the accompanying drawing in which the invention has been illustrated and in which:

Figure 1 is a side elevational view showing in a general way the appearance of a railway constructed in accordance with this invention,

Figure 2 is a sectional view taken on line 2 2, Figure l,

Figure 3 is a section taken on line 3-3, Figure 2,

Figure 4 is a section taken on line 4-4, Figure 5,

Figure 5 is a section to a somewhat enlarged scale, taken on line 5-5, Figure 4,

Figure 6 is a top plan view taken on line 6--B, Figure 5, with the cog wheel removed,

Figure 7 shows a top View of a perforated plate that may replace the chain shown in Figure 6,

Figure 8 is a side view of the perforated plate of Figure 7.

Referring now to the drawing reference numeral l0 designates the ground over which the track is built and shows the uneven terrain. Reference numeral II designates the supporting posts which are arranged in opposed pairs as shown more clearly in Figure 2. Shafts I2 connect the posts of each pair and each shaft has mounted thereon for free rotation two wheels I3 which rotate on suitable bearings such as ball or roller bearings preferably of the sealed type that contain lubricants. The bearings have not been illustrated as they are conventional. Sup- 2 ported on shafts I2 is a deep channe1 I4 in which is positioned a thick pad I5 which is preferably made from natural or synthetic rubber but may be made of other resilient material having similar properties. A sprocket ch-ain I6 of the general type shown in Figure 6 rests on the upper surface of the resilient pad I5. In place of the sprocket chain a steel plate I 'I having spaced openings I8 may be used.

A car of the type that is used with this railway has been shown in a general Way in Figures 1 and 2 where it has been designated in its entirety by reference numeral I9.

Referring now more particularly to Figures 2, 3 and 4 it will be noted that the bottom I9a of the car supports two bearing blocks 20 in which is journaled a shaft ZI which carries a sprocket wheel 22 that projects below the bottom shaft 2I also carries a belt pulley 23 that is driven from a suitable motor (not shown) by means of a belt 24. Secured to the under surface of the car are two inverted channel shaped rails 25 that are supported from wheels I3 as shown most clearly in Figure 2. Wheels I3 may have solid rubber tires if it is found desirable and practical to so equip them.

The parts are so proportioned and adjusted that the teeth of the sprocket wheel pro-ject into the openings I8 in the sprocket chain and Wheel 22 presses the chain downwardly as shown in Figure 5 thereby compressing the rubber cushion and the latter exerts a force urging the chain upwardly thus assuring that there will be no slippage of the sprocket and the chain. This safety feature is of great importance because in going over steep grades,l serious accidents may occur if the sprocket slips on the chain. The use of a cushion assures that there will be a uniform upward pressure that urges the chain against the sprocket Wheel at every point as the car travels along the road.

Having described the invention what is claimed as new is:

A mechanism for propelling a vehicle of the track guided and wheel supported type comprising a channel-shaped member supported by the track between the car supporting wheels, a resilient cushion in the channel, a sprocket chain means resting on the upper surface of the cushion, and cooperating propelling means on the vehicle, comprising a sprocket wheel mounted for rotation about an axis perpendicular to the movement of the vehicle, the axis being fixed relative to the vehicle to position the sprocket wheel with its periphery a fixed distance below the bottom of the vehicle, the sprocket Wheel being positioned to operatively engage the sprocket chain and compress the resilient cushion directly beneath, whereby the sprocket chain will always be forced against the sprocket Wheel thereby assuring a substantially uniform operative pressure between the sprocket Wheel and chain at all times.

WALTER C. COX.

References Cited in the iile of this patent UNITED STATES PATENTS Name Date Bedient June 10, 1913 Bessiere Dec. 2, 1924 Howell Jan. 13, 1925 Prince June 11, 1929 Griffith Apr. 11, 1944 

